Abu Dhabi Ports Group has signed a shareholders’ agreement with the French shipping giant CMA CGM to acquire a 20% minority stake in the Latakia International Container Terminal (LICT) for AED 81 million – around USD 22 million.
The terminal is Syria’s primary maritime gateway, handling more than 95% of the country’s containerised cargo, especially agricultural and industrial goods.
Abu Dhabi Ports says the investment is meant to help restore the Latakia coastline as a “critical trade gateway” for Syria and the Eastern Mediterranean. The deal is expected to improve the terminal’s infrastructure, digital systems and operational performance, while significantly increasing capacity.
Yet despite the official optimism, experts warn that the project faces serious obstacles – from damaged logistics networks to limited international insurance for vessels heading to Syrian ports, and competition from nearby Turkish and Lebanese ports. Even so, many economists argue that a player the size of Abu Dhabi Ports could improve efficiency and eventually attract further investment.
Latakia Terminal: Strategic Role and Expected Capabilities
Ghassan Abbas, a former director at Syria’s Ministry of Transport, told +963 that Latakia has historically been the starting point of the “Sham Road” – a land corridor running through Jordan towards Gulf markets such as Saudi Arabia and the UAE.
He explained that the war pushed much of that traffic toward alternative ports. The new investment aims to revive transit routes and turn Latakia into a main unloading hub for goods heading to Syria, Iraq and deeper regional markets, reducing the need for long maritime routes.
According to Abbas, the Latakia International Container Terminal already acts as Syria’s main maritime artery, handling more than 95% of incoming containerised goods. With asset values currently low, he said, investing now could deliver large long-term returns once stability improves and reconstruction begins more fully.
The terminal’s capacity is currently about 250,000 TEU per year. The target – 625,000 TEU by the end of 2026 – represents a 150% increase driven by new infrastructure and digital upgrades. The terminal has been operated by CMA CGM’s subsidiary CMACGM Terminals since 2009; in May 2025, the company signed a revised 30-year concession agreement with the Syrian government. Abu Dhabi Ports’ acquisition now strengthens that arrangement.
This is the UAE’s second major logistics investment in Syria in recent months. In July, DP World signed an agreement with the Syrian transitional government to develop and manage the Port of Tartous with an investment commitment of around USD 800 million over two decades.
Together, the two deals suggest a wider Emirati strategy: securing influence over Syria’s two largest commercial ports and transforming the country’s coastline into a key regional trade corridor linking the Middle East with the Mediterranean.
Damascus sees the investments as a lifeline for its struggling economy. The USD 22 million injection into Latakia – along with the planned 150% capacity increase – is expected to reduce trade costs, improve operational efficiency and shorten vessel waiting times. Lower handling costs would directly affect the price of imports and exports, especially in agriculture and industry, and may help attract further investment.
Abbas notes that increasing efficiency could reduce average handling fees at the port. If capacity expands as planned, loading and unloading charges might fall by up to 30%, making Latakia more competitive for shipping lines serving Syrian and Iraqi markets.
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Legal and Political Risks Around the Deal
Lawyer Tarek al-Ali highlighted several legal concerns linked to Abu Dhabi Ports’ purchase of a minority stake in the Latakia terminal. He told +963 that the deal could face challenges due to Syria’s complicated legal environment, particularly around property rights, contract enforcement and local regulatory procedures.
He warned that overlapping or unclear laws may lead to contractual or administrative disputes, while non-compliance with local or international rules – or sudden legal changes – could expose the deal to financial penalties or litigation.
Al-Ali also noted risks related to contractual guarantees and the obligations of each party, given the possibility of administrative delays or uncertainty over specific rights and responsibilities.
The wider political environment adds further pressure. Although security conditions have improved somewhat, full stability has not been achieved. As a result, long-term investments remain vulnerable to regional dynamics –including armed conflict or shifts in geopolitical alliances – which could threaten operational continuity and financial returns.
According to al-Ali, Syria wants the deal to attract new investment and counter its economic decline. But Abu Dhabi Ports’ ability to turn Latakia into a competitive transit hub will depend heavily on reconstruction efforts and broader improvements in security and economic conditions.
For now, the agreement will be closely watched. Some see it as a sign of deeper economic and political engagement with Syria; others view it as a risky bet in a country facing chronic instability. Whether the acquisition becomes a turning point for Syria’s maritime economy – or simply another short-lived experiment in a volatile environment – will become clear only over time.
